Electric locomotive.



' N. w. STORER.

ELECTRIC LOGOMOTIVE. APPLICATION FILED JAN. 3, 1910.

991,93 Patented May 2,1911.

2 SHEETS-SHEET 1. m T

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X l IN-VENTOR Mwsi'm,

j I TTORN'EY N. w. ST'ORER. ELECTRIC LOGOMOTIVE. APPLEHJATION FILED3111.3, 1910.

Patented May 2, 1911 2 SHEETS-SHEET 2.

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UNITED STATES rAirENT one NORMAN W. STORER, E PITTSBURG, PENNSYLVANIA,ASSIGNOR TO WESTINGHOUSE ELECTRIC AND MANUFACTURING COMPANY, ACORPORATION OF PENNSYLVANIA.

ELECTRIC LOCOMOTIVE.

Specification of Letters Patent.

-To all whom it may concern:

Be it known that I, Nom'm'iv W. S romm,

a' citizen of the United States, and a resident of- Pittsburg, in-thecounty -of Alle gheny and'State of Pennsylvania,'have invented a new anduseful improvement" in Electric Locomotives, of which the following is aspecification. p 4

My invention relates to electrically propelled vehicles and particularlyto electric locomotives having driving motors of relatively large size.

The object of my invention is to provide arelatively simple andeconomical driving connection between two or more electric motors whichare mounted on the body frame of a locomotive or other vehicle, and thedrivingwheels thereof.-'

VVhenonly a small number of very large and heavy driving motors areemployedfor powerful electriclocomotives, it is particularly desirableto place the motors near the center of the locomotive, in order toavoid, as far as possible, oscillation of the cab. It is alsodesirableto provide such an operative driving connection between the motors andthe axles thata relative adjustmen'tbetween-the connected parts isperflmitted in order that the motors may be nected;

rigidly secured to the vehicle body frame which is resiliently supportedon the truck axles.

According to my present invention, I provide-a driving connection whichis specially adapted for connecting two large driving motors to severaldriving axles that are below, and one of which is between, the twomotors.

here shown comprisesa cab 1, a body frame 2 on which the cab'is mounted,a plurality v of axles 3, 1, 5 and 6 to which driving wheels aresecured, each driving axle with,

its wheels being hereinafter referred to, for convenience, as a drivingwheel-axle, and two pony-truck axles 7 and 8 having wheels of relativelysmall size attached to them. The pony-truck axles with their wheels aredesignated as truck wheel-axles A pair of driving motors 9 and 10 aresupported directly from the body frame 2 of the locomotive and aredisposed above and between the driving wheel-axles u, 4.-

and 5. Jack shafts 11 and12 are rotatably supported in suitable bearings13 which are secured to the frame 2 and they are located atapproximately equal distances on opposite sides of the intermediatedriving wheel axle 1 and slightly above it, their center lines beingalmost directly below and parallel to the shafts of the motors 9 and 10.The rotating parts of the motors are pro vided with shafts 14 which aresupported in bearings 15 and are operatively connected to the jackshafts 11 and 12 by means of pinions 16,secured uponthe ends of the,motor shafts, and gears 17 that are similarly at-- tached to the outerends of the jack shafts. The jack shafts 11 and 12 areconnected to thedriving wheel-axle at by means of scotchyokes 18, and the drivingconnection is car ried to the driving wheel-axles 3 and 5 by means ofside rods 19 and 20. Each of the scotch-yokes 18 comprises a connectingrod 21 having a downwardly extending projection 26 that is provided witha rectangular recess 27in which a bearing block 28 is'ad' justablysupported. The ends of the rods 21 are respectively pivoted upon pins 22and 28 of cranks 24: and 25 which are integral with the gears 17. Theblocks 28 are rotatably supported upon pins 29 which project outwardlyfrom cranks 30 of the wheel axle 4. and the scotch-yokes are furtherprovided ';with cars 31 and 32 to which the'adjacent ends of the siderods 19 and 20 are pivotally connected. The driving wheel centers areformed to constitute cranks 30, 35 and 36, the opposite ends of the siderods being connectedto the cranks 35 and 36'.

The side rods 20 extend slightly beyond the cranks 36 and arepivotallyconnected to side rods 37, which are, in turn, connect-Patented May2, 1911."

ed to cranks 38 of the driving wheel-axle The cranks in opposite sidesof the locomotive preferably bear a quadrature relationin order topermit the locomotive to be started readily from any position of rest.

The locomotive cab l and the body frame 2 on which the motors aremounted are resiliently supported upon the pony-truck and the drivingwheel axles in the usual manner, and, consequently, it is essential toprovide such a driving connection between the motors and the wheels thata relative adjustment is permitted. In the arrangement shown, theadjustable connection between the bearing block 28 and the projection 26ofthe scotch-yoke is well adapted to permit the adjustment desired,while, at the same time, the weight of the motors can be advantageouslydistributed. In order to permit of the use of very large motors, I havelocated the gears 17 outside of the planes of the driving wheels insteadof following the usual practice of placing them inside of the wheels.This arrangement has the additional advantage that the gear widths mayeasily be made adequate for the transmission of verylarge forces. Itisalso apparent that the relativeposition of the jackshafts and the motoraxles may readily be adjusted to accommodate pinions of relatively largediameters WlllCll operate more satlsfactorlly than small pinions, whichare often necessary when the space is restricted, in order to obtain thedesired gear ratio.

My driving connection may be employed with one or more driving axles,but the arrangement shown in which there are four driving axles isparticularly well adapted for alternating current driving motors oflarge size, since the transformer 39 which is usually carried on thevehicle may be located almost directly over one of the axles-while theweight of the motors may be distributed over the other three drivingaxles, the ponytrucks taking a relatively smallpercentage of the loadas. is usual in railway vehicles of this type.

.By connecting the rods 19 and 20 to the rod 21, asshown in thedrawings, the forces transmitted through the sliding blocks 28 areconfined to those required for the driving wheel-axle 30 alone.

Asshown in Fig. 2 of the drawings, complete driving connections areestablished on each side of the vehicle, but, in some cases,- it maybefound desirable to provide driving nd pinions only at one end of theItl-is evident that various structural modiframe may be resilientlysupported on tion witha body frame having a'driving.

Wheel-axle and a pair of jack-shafts rotatably mounted on'the frame anddisposed at the respective sides of the drivingeaxle and slightly aboveit, of a driving-motor geared "to one-of the jack-shafts, andscotch yokeconnections between the j ack-shafts and the driving wheel-axle.

2. In an electric locomotive, the combina- I tion with a'body frame anda truck having a plurality of driving wheel-axles and a pair ofjack-shafts rot-atably supported by the of driving motors geared to thejack-shafts,

and a connection'between the jack-shafts and the driving wheelaxles,whereby the axles.

3. In an electric locomotive, the combination with a body frame and atruck having a' the v tween the jack-shafts and the intermediate drivingwheel-axles, the body frame being resiliently supported on the truck.

.4. "In an electric locomotive, the combina-.

tion with a body frame and a truck having a plurality of drivingwheel-axles and a pair ofjack-shafts disposed parallel to, and at sidesof an intermediate driving wheel-axle v and above the plane of thewheel-axle, of a NoRM 'w. STORER. Witnesses:

REX H. Nnw'roN, B. Hrnns.

substantially 'equal distances, on opposite}

